Watercraft drive mechanism

ABSTRACT

Occupant actuated drive mechanism for watercraft having a rotary propulsion shaft including a driven shaft carrying a series of over-running clutches, a crank arm for each over-running clutch, a pivotal, arm actuated lever, and connecting rods extending between the lever and the crank arms. The clutches, connecting rods and pivotal levers can be arranged to provide a driving force on each stroke of the pivotal lever, and to provide for driving forces in both directions.

United States Patent Clark et al.

[54] WATERCRAFT DRIVE MECHANISM [72] Inventors: Wallace Clark, 1830 S.German Church Road, Indianapolis, Ind. 46239; James L. Teeters, 2115Bryan Ave., Lot C-9, Panama City,

Fla. 32401 [22] Filed: Dec. 4, 1970 [21] Appl. No.: 95,166

[52] US. Cl ..115/23, 74/143 [51] Int. Cl. ..B63h 16/08 [58] Field ofSearch ..11-5/23, 24; 74/143, 142

[56] References Cited UNITED STATES PATENTS 96,404 11/1869 Dresser..115/23 827,243 7/1906 Larson ..74/143 1,514,550 11/1924 Londberg..74/143 [451 Aug. 1,1972

FOREIGN PATENTS OR APPLICATIONS 290,948 12/1931 Italy ..l l5/24 PrimaryExaminer-Andrew H. Farrell Attorney-Melville, Strasser, Foster & Hoffman57 ABSTRACT Occupant actuated drive mechanism for watercraft having arotary propulsion shaft including a driven shaft carrying a series ofover-running clutches, a crank arm for each over-running clutch, apivotal, arm actuated lever, and connecting rods extending between thelever and the crank arms. The clutches, connecting rods and pivotallevers can be arranged to provide a driving force on each stroke of thepivotal lever, and to provide for driving forces in both directions.

8 Claims, 4 Drawing Figures P'A'IENTEDws H912 3.680.522

SHEET 1 0F 2 INVENTORS WALLACE CLARK JAMES L. TEETERS ATTORNEYSPATENTEI'JAHG' 1 ma SHEET 2 0F 2 INVENTOR;'S

WALLACE CLARK JAMES L TEETERS w'%;, k ml an 6/ ATTORNEYS %wan WATERCRAFTDRIVE MECHANISM BACKGROUND OF THE INVENTION the feet of the operator, inmuch the same manner as an individual peddles a bicycle. Steerage ofsuch craft is generally accomplished by a separate rudder, inasmuch asthe power train is effective to drive a single paddle wheel, or to driveseparate paddle wheels in unison. Furthermore, the art has neverdeveloped a successful reverse gearing mechanism for such a drive train.

It has long been recognized that perhaps the oldest form of boatpropulsion, namely rowing with oars or the like, provides an excellentform of exercise for the operator. However, proper use of oars in rowingrequires considerable practice. Furthermore, there is only a singlepower stroke in rowing, so that making headway under adverse conditionsis particularly difficult for the inexperienced oarsman. I

The prior art has developed various mechanical drive linkages forpropelling a boat either by actuation of foot pedals or arm levers bythe operator. All of these known mechanical linkages have severaldisadvantages. In the first place, the typical crank and arm arrangementhas during a complete cycle at least two dead center positions.secondly, the stroke of the actuating means is of a fixed extent. Thatis, the entire length of travel must be utilized in order to propel thedevice. Thus, a structure which may be suitable for propulsion by anadult cannot be utilized by a child, and vice versa.

Keeping all of the foregoing in mind, it is an object of this inventionto provide an improved occupant actuated drive mechanism for a boatwhich is simple in construction, and yet will overcome the disadvantagesnoted above. Specifically, the drive mechanism of this invention isreadily designed for independently driving two separate propulsionmeans, so that steerage can readily be accomplished by varying therelative speed of the two systems.

A further advantage of this invention is in the provision of a novel andsimple method to efiect a reverse drive in the mechanism.

Still another object of this invention is to provide a drive trainwherein the length of the power stroke can be varied at will by theoccupant, without the necessity for mechanical adjustments of any kind.

SUMMARY OF THE INVENTION This invention, in its broadest aspects,contemplates a shaft journaled transversely of the centerline of a boat,and carrying a plurality of over-running clutches. Each clutch isprovided with a crank arm which in turn is linked to a pivotal leverthrough a connecting rod.

The clutches may be arranged in several ways. On the one hand, twoover-running clutches can be utilized, each driving in the samedirection. The respective crank arms and connecting rods may be arrangedso that one clutch will be driving during pivotal motion of the lever inone direction, while the other clutch will be driving during pivotalmotion of the lever in the other direction. In other words, according tothis arrangement, one of the clutches will be over-running at all times.

A second alternative would be to provide two clutches, arranged to drivein the opposite direction. This will of course require means forselectively drivingly coupling one or the other of the clutches to theshaft.

It should be apparent that the two specific cases mentioned above can ofcourse be combined; that is, by utilizing four clutches, and theappropriate reverse gearing, each stroke of the pivotal lever will exerta driving force in one direction or the other, depending upon thesetting of the reversing mechanism.

DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic, top plan view ofaboat having the drive mechanism according to this invention.

FIG. 2 is a side elevational view of the boat drive mechanism shown inFIG. 1.

FIG. 3 is a schematic, detailed showing of the reverse mechanismaccording to this invention.

FIG. 4 is a partial schematic view illustrating a modified drivemechanism according to this invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now specifically toFIGS. 1 and 2, the drive mechanism of this invention is shown asinstalled in a boat indicated generally at 10. It will of course beunderstood that the boat illustrated does not, per se, form a limitationon the invention. The drive mechanism contemplated herein can beutilized in connection with a wide variety of different watercraft.

The boat illustrated is propelled by means of the paddle wheels 12 and14 disposed on opposite sides of the hull. It will be apparent thatrotation of the paddle wheel in unison will serve to drive the boatforward or backward, depending upon the direction of rotation; it willalso be apparent that rotation of the paddle wheels at different speedsor in different directions will serve to steer the boat in any desireddirection.

The paddle wheels 12 and 14 are mounted respectively on the coaxialshafts l6 and 18.

The shafts in turn are journaled in suitable bearings 20 and 22 adjacentthe gunnels of the boat. As seen in FIG. 1, the inner ends of the shafts16 and 18 are received in the sleeve 24. According to the preferredembodiment of the invention, the sleeve 24 will be secured in anysuitable manner to one of the shafts 16 or 18 as by the set screw 26,while the other shaft is freely rotatable within the sleeve. Thisarrangement thus provides for independent rotation of the coaxial shaft.

Under some circumstances, it may be desirable to temporarily eliminatethis independent rotation feature. To that end, the sleeve 24 can besecured tothe other of the shafts 16 and 18 as by an installable pin 26.This will permit the boat to be propelled by movement of any one of theactuating levers.

The drawings illustrate the invention as set up to provide two operatorstations. It is a particular advantage of this invention that the drivemechanism can be set up for these two stations, and can be utilized withan operator at either or both stations at any given time. It

will be understood that the drive mechanism for the shafts l6 and 18from each operator station will be identical.

Referring now to FIGS. 1 and 3, it will be seen that each of the shaftsl6 and 18 is provided with a pair of clutch sleeves 28 and 30 rotatablymounted thereon. The sleeves 28 and 30 are provided adjacent their innerends with the notches 28a and 30a respectively. Driving motion appliedto the clutch sleeves 28 and 30 will be transmitted to the associatedshaft via the notches 28a or 30a and the pin 32 carried by the shaft.

According to the embodiment illustrated, the spring 34 is effective tonormally bias the outer clutch sleeve 28 against the pin 32. Thus, itwill normally be maintained with its notch 28a in driving relation withthe pin 32 as shown. The clutch sleeve 28 is therefore the forwardrunning clutch.

By shifting the inner clutch member 30 outwardly, the bias of spring 34is overcome, and the clutch sleeve 30 will drivingly engage the pin 32by means of its notch 30a. Under this circumstance, the outer or forwardrunning clutch will be freely rotatable on the shaft.

The shifting of the clutch sleeve 30 may be accomplished by means of theforked rod shifter 36.

Turning now to FIGS. 1 and 2, the drive mechanism of this inventioncontemplates that a series of overrunning clutches will be mounted onthe sleeves 28 and 30. The over-running clutch is a well known mechanismand does not, per se, form a part of this invention. For purposes ofthis specification, it is only necessary to state that each over-runningclutch be effective to drive this sleeve on which it is mounted in onedirection, and to permit free rotation of that sleeve relative to theclutch in the same direction.

The embodiment illustrated shows six over-running clutches indicatedgenerally at 38, 40, 42, 44, 46, and 48 mounted on each side of theboat. Four of the clutches, 38, 40, 42 and 44, are mounted on theforward clutch sleeve 28, while the remaining two, 46 and 48, aremounted on the reverse clutch sleeve 30. The utilization of the clutchesjust described will be explained in detail hereinafter. Taking a singleclutch first, it will be observed that the over-running clutch 38 isprovided with a crank arm 38a which is connected by means of theconnecting rod 38b to one of the pivotally mounted actuating levers 50at the forward operator station.

In this case, the over-running clutch 38 will be arranged to drive thesleeve 28 when the crank arm 38a is moved in a clockwise direction asseen in FIG. 2. It will be observed that the connecting rod 38b isconnected to the pivotal lever 50 at a point below its pivot point;thus, when the pivotal lever 50 is moved in the counterclockwisedirection, the connecting rod 38b will be placed in tension, andeffective to move the crank arm 38a in the clockwise direction. So longas the notch 28a of the forward clutch sleeve 28 is in engagement withthe pin 32, this motion will drive the shaft in a direction to propelthe boat forward. By the same token, when the pivotal lever 50 is movedin the clockwise direction,

thereby moving the crank arm 38a in a counter-' levers 52 at the sternoperator position. The overrunning clutch 40 is again arranged to drivethe sleeve 28 in a clockwise direction. In this embodiment, it will beseen that the crank arm 40a extends downwardly, and the connecting rod40b is connected to the lever 52 at a point above its pivot point.Therefore, when the lever 52 is moved in the counterclockwise direction,the connecting rod 40b will be placed in tension, and will rotate thecrank arm 40a and over-running clutch 40 in a direction to drive theforward clutch sleeve 28 and normally drive the associated shaft in theforward direction.

The clutches 42 and 44 are also associated with the forward clutchsleeve 28, and are again arranged to drive the sleeve in the forwarddirection. It will be seen that the respective crank arms 42a and 44aextend from the sleeve in the same direction as the crank arms 38a and40a discussed above. That is, they are all arranged to drive the clutchsleeve 28 in a forward direction, It will be observed, however, that theconnecting rods 42b and 44b are connected to the opposite side of thepivot point of the levers 50 and 52 respectively. Thus, when theselevers are moved in the clockwise direction, they will be effective toplace the associated connecting rod 42b or 44b in tension, and to drivethe clutch sleeve 28 in the forward direction. It should be clear thatby the foregoing arrangement, movement of the pivotal levers in eachdirection is effective to provide a power stroke.

As explained earlier, the over-running clutches 46 and 48 respectivelywill be mounted on the reverse clutch sleeve 30. They will of course bearranged to drive that sleeve in a counterclockwise direction as seen inFIG. 2. The over-running clutches 46 and 48 are provided respectivelywith the crank arms 46a and 48a, connected respectively by theconnecting rods 46b and 48b to the pivotal levers 50 and 52. Thus,pivotal motion of the levers 50 and 52in the counterclockwise directionwill be effective to place the associated connecting rods 46b and 48b intension, and rotate the crank arms 46a and 48a in the reverse drivingdirection.

Inasmuch as a reverse drive is utilized only in maneuvering, it will notgenerally be necessary to provide for a driving stroke on each motion ofthe pivotal levers, and hence only the clutches 46 and 48 can be used.It will of course be recognized that if a power reverse stroke drive isdesired on each stroke of the operating levers, additional clutches canreadily be utilized.

Several features of the drive mechanism thus far described shouldreadily be apparent. First of all, it will readily be recognized thatthe motion of each of the clutches described in wholly independent ofany other clutch. Thus, the drive mechanism can be operated by a singleoccupant from either station separately; or, the drive mechanism can beutilized by operators at each of the two stations simultaneously.Furthermore, it will be apparent that the length of the driving strokemay be infinitely varied within the total limits of travel without thenecessity for any mechanical adjustment of any kind. Therefore, thedriving mechanism can readily be utilized by persons of all sizes from asmall child to a large adult without any changes whatever. Secondly, itis not necessary for the operators at the two stations to synchronizetheir efforts in any way. Thus, the invention provides a highlyefficient drive mechanism for a watercraft which may be readily used byan unskilled operator.

FIG. 4 illustrates an embodiment of the invention utilizing theprinciple thus far described, but providing further a geared ratiodrive. That is, the various clutch sleeves and over-running clutchesdescribed earlier are mounted on the shafts 16a and 18a which carry thepulleys or sprockets 54 and 56 respectively. The paddle wheels 12a and14a are carried on the coaxial shafts 58 and 60 journaled in thebearings 62 and 64 with their inner ends joined by the sleeve 66. Theshafts 58 and 60 carry the driven sprockets or'pulleys 68 and 70 whichare connected respectively to the sprockets 54 and 56 by chains, pulleysor the like 72. By varying the ratio between the pulleys 54 and 56 onthe one hand and the pulleys 68 and 70, any drive ratio desired mayreadily be obtained As explained earlier, there will be two pivotallevers 50 at the forward operator station, and two pivotal levers 52 atthe stern operator station. It will be apparent from the foregoingdiscussion that the levers 50 and/or 52 may be operated in unison topropel the boat in forward or reverse in a straight line. By varying thedriving action applied to one of a lever or levers on one side of theboat, a speed difi'erential can be obtained as between the two paddlewheels, and the boat can be maneuvered very easily. By reversing thedrive on one side only, a more pronounced turning can be obtained.

It is believed that the foregoing constitutes a full and completedisclosure of this invention, and no limitations are intended except asspecifically set forth in the claims which follow.

The embodiments of the invention in which an exclusive property orprivilege is claimed are defined as follows:

1. A drive mechanism for watercraft comprising:

a. a shaft;

b. a first over-running clutch carried by said shaft, said over-runningclutch being arranged to provide a driving force in one direction;

0. a second over-running clutch carried by said shaft, said secondover-running clutch being arranged to provide a driving force in theopposite direction;

d. means for selectively coupling said first or said second clutch tosaid shaft; and

e. operator actuated means for driving said first and second clutches.

2. In a boat having a propulsion system including a rotary shaft and adrive mechanism for said shaft, the improved reversing mechanismcomprising:

a. a first over-running clutch in said drive mechanism carried by saidshaft, said clutch being arranged to provide a driving force in onedirection;

b. means normally operatively coupling said first over-running clutch tosaid shaft;

c. a second over-running clutch in said drive mechanism carried by saidshaft, said second overrunning clutch being arranged to provide adriving force in the opposite direction; and

d. means for substantially simultaneously operatively coupling saidsecond over-running clutch to said shaft and disengaging said firstover-running clutch from said shaft.

3. A drive mechanism for a watercraft comprising:

g. a pair of coal shafts;

. rotary prop sion means associated with each said shaft;

0. an over-running clutch carried by each said shaft, each saidover-running clutch being effective to drive said shaft in one directionand to permit free rotation of said shaft relative thereto in the samedirection;

. a crank arm operatively associated with each said clutch;

. a pair of independent pivotal levers; and

f. a connecting rod extending between each said lever and one of saidover-running clutches, whereby limited pivotal motion of each said leveris effective via its respective connecting rod, crank arm andover-running clutch to drive one of said pair of shafts.

4. The drive mechanism claimed in claim 3, wherein said limited pivotalmotion of each said lever is effective to place the respectiveconnecting rod in tension.

5. The drive mechanism claimed in claim 3, including at least a secondover-running clutch carried by each said shafts and efiective to driveeach said shaft in said one direction and permit free rotation of saidshaft relative thereto in the same direction; a crank arm operativelyassociated with each said second overrunning clutch; and a connectingrod extending between each said pivotal lever and one of said lastmentioned crank arms, whereby limited pivotal motion of each said leverin the opposite direction only is effective via said last mentionedconnecting rod, crank arm and said second over-running clutch to drivesaid shaft.

6. The drive mechanism claimed in claim 5 wherein said limited pivotalmotion in said one direction is effective to place said first mentionedconnecting rod in tension, and wherein said limited pivotal motion insaid opposite direction is effective to place said last mentionedconnecting rod in tension.

7. The drive mechanism claimed in claim 3, including means joining saidlevers for unitary movement.

8. The drive mechanism claimed in claim 3, including a secondover-running clutch carried by each said shaft and arranged to provide adriving force in the opposite direction; a crank arm operativelyassociated with each said second over-running clutch; a connecting rodextending between each said lever and one of said last mentioned crankarms whereby limited pivotal motion of each said lever is effective viaits respective connecting rod, crank arm and second over-running clutchto drive one of said pair of shafts in the opposite direction; and meansfor selectively coupling said first or said second over-running clutchesin driving relation to said shafts.

1. A drive mechanism for watercraft comprising: a. a shaft; b. a firstover-running clutch carried by said shaft, said overrunning clutch beingarranged to provide a driving force in one direction; c. a secondover-running clutch carried by said shaft, said second over-runningclutch being arranged to provide a driving force in the oppositedirection; d. means for selectively coupling said first or said secondclutch to said shaft; and e. operator actuated means for driving saidfirst and second clutches.
 2. In a boat having a propulsion systemincluding a rotary shaft and a drive mechanism for said shaft, theimproved reversing mechanism comprising: a. a first over-running clutchin said drive mechanism carried by said shaft, said clutch beingarranged to provide a driving force in one direction; b. means normallyoperatively coupling said first over-running clutch to said shaft; c. asecond over-running clutch in said drive mechanism carried by saidshaft, said second over-running clutch being arranged to provide adriving force in the opposite direction; and d. means for substantiallysimultaneously operatively coupling said second over-running clutch tosaid shaft and disengaging said first over-running clutch from saidshaft.
 3. A drive mechanism for a watercraft comprising: a. a pair ofco-axial shafts; b. rotary propulsion means associated with each saidshaft; c. an over-running clutch carried by each said shaft, each saidover-running clutch being effective to drive said shaft in one directionand to permit free rotation of said shaft relative thereto in the samedirection; d. a crank arm operatively associated with each said clutch;e. a pair of independent pivotal levers; and f. a connecting rodextending between each said lever and one of said over-running clutches,whereby limited pivotal motion of each said lever is effective via itsrespective connecting rod, crank arm and over-running clutch to driveone of said pair of shafts.
 4. The drive mechanism claimed in claim 3,wherein said limited pivotal motion of each said lever is effective toplace the respective connecting rod in tension.
 5. The drive mechanismclaimed in claim 3, including at least a second over-running clutchcarried by each said shafts and effective to drive each said shaft insaid one direction and permit free rotation of said shaft relativethereto in the same direction; a crank arm operatively associated witheach said second over-running clutch; and a connecting rod extendingbetween each said pivotal lever and one of said last mentioned crankarms, whereby limited pivotal motion of each said lever in the oppositedirection only is effective via said last mentioned connecting rod,crank arm and said second over-running clutch to drive said shaft. 6.The drive mechanism claimed in claim 5 wherein said limited pivotalmotion in said one direction is effective to place said first mentionedconnecting rod in tension, and wherein said limited pivotal motion insaid opposite direction is effective to place said last mentionedconnecting rod in tension.
 7. The drive mechanism claimed in claim 3,including means joining said levers for unitary movement.
 8. The drivemechanism claimed in claim 3, including a second over-running clutchcarried by each said shaft and arranged to provide a driving force inthe opposite direction; a crank arm operatively associated with eachsaid second over-running clutch; a connecting rod extending between eachsaid lever and one of said last mentioned crank arms whereby limitedpivotal motion of each said lever is effective via its respectiveconnecting rod, crank arm and second over-running clutch to drive one ofsaid pair of shafts in the opposite direction; And means for selectivelycoupling said first or said second over-running clutches in drivingrelation to said shafts.